Locomotive.



No. 693,209. Patented Feb. II, |902.

- L. ATWOD.

LUCOMOTIVE. (Implication med Jan. 91, 1901.,

' 2 Sheets-Shel# l.

(No Model.)

D In..

TH: Norms Patins co.. immuun-10,` WASHINGTON, nA c4 t UNITED STATESlPATENT OFFICE.

LEONARD ATVVOOD, OF PHILADELPHIA, PENNSYLVANIA.

LOCOMOTIVE.

SPECIFICATION forming part of Letters Patient No. 693,209, datedFebruary 11, 1902.

Application filed January 21,1901. Serial No. 44,082. No model.)

To @ZZ whom it may concern.-

Be it known that I, LEONARD ATvvooD, a citizen of the United States,residing in Philadelphia, Pennsylvania, have invented certainImprovements in Locomotives, of which the following is a specification.

The object of myinvention is toimprove the construction of locomotives,especially` those ofthe narrow-gage type, whereby a large rebox andboiler can be used and in which the weight of the water-tank can beutilized to give the necessary traction to the drivingwheels. A

A further object of the invention is to so construct the locomotive asto enable it to turn sharp curves and to so combine thewatertank and theexhaust-pipes from the engine that the steam will be readily condensed.

These objects I attain in the following manner, reference being had tothe accompanying drawings, in which- Figure l is a side view, partly insection, illustrating my improved locomotive. Fig. 2 is a plan view.Fig. 3 is a longitudinal sectional view of the water-tank.

I have illustrated my invention in connection with locomotives of thenarrow-gage type, and at the present time it is especially adapted tothis type; but it will be understood that it can be used on broad-gagelocomotives as well.

The locomotive is made in two sections, A and B, coupled together at ain any suitable manner, the same as the tender is coupled to alocomotive of the ordinary type. The section A has a frame A and boxes ofor the driving-wheels C C, connected to the piston-rod d of thesteam-cylinders D in the ordinary manner common to this type of engine.

c c are the wheels ofthe forward truck C', which is made in the ordinarymanner.

d is the stack for the passage of exhauststeam from the cylinders, andA2 is the cab at the rear of the section A.

On the lframe Af is the water-tank E, which will b e fully described indetail hereinafter.

Bis a car-frame,' on which is mounted the boiler F and ythe coalor wood:compartment this construction I am enabled to make the car-frame verylow, and the fire-box F of the tubes.

are made hollow and communicate with the- `boiler proper. .tion-chamberis a manhole-opening vprovided boiler can be placed between the sides ofthe car-frame and sufficientlynear the surface of the road-bed toprevent the structure being top-heavy. This is one of the great pointswhich must be overcome in constructing locomotives for narrow-gagetracks. Furthermore, by this construction I am enabled to obtain aslarge a grate-surface on a narrowgage locomotive as is found on 'theordinary wide-gage locomotive and without materially Widening thestructure.

I-Ieretofore the great difficulty in constructing the firebox ofnarrow-gage locomotives has been that the locomotive had to be set solow, and consequently the fire-box'had to be placed either between theframes of the locomotive or at the rear of the drivers. The rst formgave very little room for the firebox, and the second constructionplaced the majority of the Weight at the rear of the locomotive, and inthis case even the grate-surface could not be materially increased.

The boilerF has the ordinary longitudinal tubes f for the products ofcombustion, and

g2 is a bridge-wall, and'g3 is the deiiector extending down from thecrown of the fire` box back of the bridge-wall and in front of the endsof the tubes, so that the products of combustion will pass from thefire-box in a circuitous path through the combustionchamber to thetubes. In this deiiector is a detachable section g4, preferably made offirebrick reinforced With plates, so that access may be had to the tubeswhen itis necessary to clean or repair them. In the opposite end of theboiler-shell is the ordinary opening, so.

that' access may be had to that end of the The bridge-wall g2 anddeiector g3 In the bottom of the combuswith a suitable cover'g, whichcan be removed when 4-it Ais necessary to remove the. soot and ashesfrom the combustion-chamber.

Directly under the grate 1l is anash-pit fi', having dampers i2 fis, oneat one end of the ash-pit and the other at the opposite end.

IOO

The ash-pit communicates with the fan-blower I through a tube i4, sothat air under pressure can be admitted to the ash-pit to create aforced draft. The draft can be regulated by the dampers i2 t3, asdesired.

I prefer to drive the blower I by means oi' an independent engine J,mounted in the present instance on the opposite side of the locomotiveto the blower I, and the connecting-rod of this engine is attached to acrank on a transverse shaft J', on which the blades l' of the blower Iare mounted. This engine is driven by a special steam-supply from theboiler.

Other forms of blowers may be used without departing from the mainfeaturesof my invention.

The water-tank Ein some instances may simply be a plain tank placed onthe frames A of the driving-wheel section of the locomotive; but Iprefer the form of tank shown in Figs. l and 3. On one end of the tankis a flue (l2, forming communication between the exhaust-passage of thecylinder and the stack d, and in this ilue are dampers d3 d4, whichregulate the passage of the exhauststeam. At the opposite end of thetank is a chamber e, which communicates with the upper and lower ends ofthe chamber d2 through diagonal pipes e/ e2. It the damper di? isclosed, the exhaust-steam does not pass directly through the chamber cl2to the stack, but through the pipes e2, chamber e, and returns throughthe pipe e' to the chamber d2, above the damper cl3, to the stack, andthe damper d4 can be so adjusted as to regulate the escape of steam tothe stack.

One great advantage ot' constructing the water-tank and steam-exhaust inthe manner shown is that when the locomotive is standing at a station orpassing through a tunnel the upper damper d4 can be closed, so as toprevent the escape of steam, the exhauststeam in this case entering thechambers and passages and a certain proportion will be condensed.

The main steam-supply pipe K from the boiler to the cylinders of thelocomotive is made in three sections, the section l; being on thesection B of the locomotive, the section 7a being on the section A, andthe section 71:2 forming a fiexible coupling between the section 7c andthe section 7c'. The section of the pipe 7e' extends, preferably,through a passage in the lower portion of the tank E, as shown in Fig.3, to the steam-chest of the cylinders. This pipe is preferablyjacketed, so as to prevent condensation as much as possible of the steamin passing from the boiler to the cylinder.

The tank E has two depending portions E E2, which extend between theside frames A of the section A, and these depending portions areconnected by a pipe e3, so as to allow for the proper circulation ofwater in the tank, and in the depending portions E E2 are a series oflongitudinal fines e, open at both ends, so

as to allow for the passage of air to cool the water in the tank to acertain degree. By this construction I am enabled to materially decreasethe exhaust of live steam from the stack, as a majority of the steamwill be condensed. The water of condensation will be received in thepocket Z and can be allowed to escape through the valve Z', as desired.The tank has a filling-opening e5, provided with a cover e, which can bethrown back when it is desired to fill the tank withwater.

By the above description it will be seen that by locating the boiler ona structure independent of the driving-wheels I am not limited in thearea of the boiler and grate by the driving-Wheels and the narrow frame,but can increase the boiler and the grate to equal in size the ordinaryboilers and grates of the wide-gage locomotives now in use. At the sametime I can place sufficient weight on the driving-wheels that they willhave the desired traction by utilizing the water-tank for this purpose,and, furthermore, by allowing the exhaust-steam to pass through tubes inthe water-tank I can condense the greater portion of the exhaust-steam,and by the arrangement above described I can construct a powerful engineeither of the narrow or broad gage type, which will be able toaccommodate itself to the sharp curves ot' the roadway.

I claim as my inventionl. The combination in a locomotive made in twosections coupled together, the one section having the frame carrying thedriving- Wheels and supporting the water-tank, cylinders mounted on theframe and having their pistons connected to the driving-wheels,condensing-tubes in the water-tank communicating with the exhaust-steampassages from the cylinders, and a boiler carried by an independent carand coupled tothe cylinders, substantially as described.

2. The combination in a locomotive made in two sections coupledtogether, one section carrying the boiler and the fire-box, the othersection having the driving mechanism, driving-wheels, steam-cylindersand water-tank mounted thereon, means for connecting the steam-cylindersto the boiler, and an exhaustchamber coupled to the cylinders, a stack,tlues in the water-tank, and valves or dampers so arranged that thesteam may either pass directly through the steam-chamber to the stack orthrough the fines, substantially as described.

3. The combination in a locomotive of two sections coupled together, onesection having a low frame, a boiler carried on said frame, the fire-boxof said boiler extending between the members of said frame, a stack onone end of the boiler, steam-cylinders and driving-wheels carried on theother section, a water-tank mounted on the frame of said section, astack thereon, a pipe coupling the said cylinders to the boiler, tubesextending through the water-tank and communicating with said secondstack, valves or dampers for IOO IIO

directing vthe exhaust-steam either through the tubes in the water-tankor directly to said stack thereon and a damper for cutting off thepassage of steam to the stack, substantially as described.

4. The combination of a frame, drivingwheels mounted on said frame,steam-cylinders also mounted on the frame and connected to thedriving-wheels, a water-tank mounted on the frame and having twodepending portions, tubes in each portion and circulatingtubesconnecting the portions, an exhauststeam chamber communicating with thecylinders, and condensing-tubes in the watertank communicating with thesaid steamchamber, substantially as described.

5. The combination in a locomotive, of a frame, driving-wheels on theframe, cylinders also on the frame connected to the drivingwheels, awater-tank carried by the frame and having a chamber for theexhaust-steam communicating with the cylinders,and a stack communicatingwith the exhaust-steam chamber, a chamber at the opposite end of thetank, two sets of tubes extending from one steam-chamber to the other, avalve ordamper in the irst steam-chamber so that the steam exhaustingcan be either passed directly to the stack or indirectly through thetubes in the water-tank, substantially as described.

6. The combination in a locomotive, of a frame, driving-wheels on theframe, cylinders also on the frame connected to the drivingwheels, aWater-tank carried by the frame and having a chamber for theexhaust-steam communicating with the cylinders,and a stack communicatingwith the exhaust-steam chamber, a chamber at the opposite end of thetank, two sets of tubes extending from one steam-chamber to the other, avalve ordamper in the first steam-chamber so that the steam exhaustingcan be either passed directly to the stack or indirectly through thetubes in the Water-tank, with a flue at the stack for cutting off theexhaust of steam,

substantially as described.

7. The combination in a locomotive, of a frame', driving-wheels on theframe, cylinders also on the frame connected to the driving- Wheels, awater-tank carried by the frame and having a chamber for theexhaust-steam communicating with the cylinders,and a stack com municating with the exhaust-steam chamber, a chamber at the opposite endof the tank, two sets of tubes extending from one steam-chamber to theother, a valve or damper in the first steam-chamber so thatthe steamexhausting can be either passed directlyto the stack or indirectlythrough .the tubes in the water-tank, with av iiue at the stack forcutting off the exhaust of steam, and a receiving-pocket depending fromthe exhaust-steam chamber to receive the Water of condensation,substantially as described.

In testimony whereof I have signed my name-to this specification in thepresence of two subscribing witnesses.

LEONARD ATWOOD.

Vitnesses:

WILL. A. BARR, Jos. H. KLEIN.

